Rotary torus cylinder motor



Apil 18, 1939. A

Filed July l, 1957 4 Sheets-Sheet l April 18, 1939. c. BANCROFT ROTARY TORUS CYLINDER MOTOR Filed July l, 1937 4 Sheets-Sheet 2 ATTORNEYS.

April 18 1939 c. BANcRoF-r 4 2,155,249"

ROTARY TORUs CYLINDER MOTOR Filed .my 1, 1937 4 sheets-smet 's INVENTOR ATTORNEYs Apnl 18,V 1939. c. BANCROFT 2,155,249

ROTARY TRUS CYLNDERl MOTOR Filed July 1, 1957 4 sheds-sheet 4 INVENTOR v ATTORNEY 5.

Patented Apr. 18, 1939 UNITED STATES PATENT oFfFicE 8 Claims.

addition large differences in temperature of different sections of the cylinders resulting from only xed sections of these cylinders being exposed to the flames of combustion have caused serious warpage of these cylinders vand made the eflicient operation of piston sealing means such as rings practically impossible.

In my invention, a special relationship bevtween the individual sets of pistons and their driving means make possible the use of three pairs of pistons per cylinder instead of the two pairs per cylinder used in previous engines of this type and with this extra pair of pistons per cyl inder, the crank arms of the pistons of each cylinder balance each other without the use of special counterbalances. This simpliiies the assembly of two units or cylinders in one motor and makes special positioning of the working parts of such a motor for the purposes of balancing unnecessary. The extra pair of pistons in each cylinder also assists in preventing leakage between strokes and in equalizing temperature differences in different parts of the cylinders as well as materially increasing the displacement ability of given cylinders.

More specifically, my invention comprises the assembly of two working units or cylinders in a motor each cylinder being provided with three pairs of pistons and means for driving and controlling the rotation of these pistons andcommon means for maintaining a fixed relationship between the pistons of each cylinder. In this motor, one of the cylinders is provided with intake passages and the other with exhaust passages and both cylinders have common connecting passages between them which also serve as combustion chambers and are equipped with spark plugs. The unit equipped with intake passages serves solely as a compressor while that equipped with exhaust passages serves as a motor so that my invention refers to both compressors and motors.

In one form of my invention I employ geared means of driving and maintaining a fixed relationship between the various moving parts of 55 such an engine and in another form of my invention I may use an eccentric means of driving and maintaining a iixed relationship between the various moving parts of such an engine without the use of gears.

In my apparatus, each set of pistons is 5 mounted in a cylinder of a stator on a separate sleeve, the sleeves being telescopically or rather concentrically arranged and having coi-planar iianges or flange portions for attachment to the pistons. 'Ihe sleevesare provided with slotted 10 crank arms which have a novel, special, angular relationship with respect to the pistons on the respective sleeves, as will hereinafter be described, for cooperation with control members mounted on crankpins of a crankshaft in the stator for 15 controlling the relative position of the sets of pistons. These control members are provided with bearing blocks adapted to engage the slotted crank arms for diving and controlling the rotation of the pistons. The said control members 20 are adapted to be rotated by gearing or, as in the modified form of my invention, by suitable eccentric bearings in connection with associated parts in the stator which cooperate to drive said control or connecting members in a direction 25 opposite to that of the crankshaft.

In the drawings:

Fig. 1 represents an enlarged longitudinal cross section of my device;

Fig. 2 represents a partial external longitudinal 30 view showing one of the two intakes and one of the two exhausts; also the positioning of one of the spark plugs;

Fig. 3 represents a reduced vertical transverse cross section taken on line 3 3 of Fig. 1 showing 35 part of the piston driving means of one section;

Fig. 4 represents a reduced vertical transverse cross section taken on line 4 4 of Fig. 1 showing the cylinder and pistons of one section;

Fig. 5 represents a reduced vertical transverse 40 vcross section taken on line 5 5 of Fig. 1 showing the pistons in the other cylinder;

Fig. 6 represents a reduced vertical transverse cross section taken on line 6 6 of Fig. 1 showing the combination combustion chambers 45 and passages connecting the two cylinders and the spark plugs;

Fig. '7 represents a portion of the device showing the pistons of one section and the hollow sleeves and slotted crankarms associated with these pistons and the bearing blocks associated with these crankarms;

Figl 8 represents a longitudinal cross section of one unit of another form of my device in which the gears are replaced by other means of driving Y skilled in the art.

Vcounterbalance rotatably mounted on the connecting member and its bearing concentric with the crankshaft in the stator through which it is driven; and

Figs. 11 to 23 represent diagrammatic views showing the positions of the pistons in one unit during the operation ofthe device.

, Referring now to the drawings, the reference Vcharacter I6 designates a stator provided with working chambers or units I2 and I4 in the form of torus cylinders.'V A ,crank Ashaft I6 is rotatably mounted between bearings I8 located at opposite ends of the stator IV and has crank throws or crankpins and 2| located adjacent oppo-V site ends of the stator, there being one crank throw for each one of said working units. TheV respective Vcrank thr'ows'or crankpins 26and 2l maybe provided with counterbalance weights 22 and 23 (Figs. 1 and 3). Y As shown in Fig. 6, two combination connecting passages and combustion chambers 24 andY 25 areV provided between the units I2 and I4, which have ports 274 and 25y communicating with the unit I4 and'sirnilar ports' (not shown) communicating with the unit I2. As shown in Figs. 2 and 4, unit I2 is p-ro-v vided' with two inlet ports 26 .and 21 connected respectively by passageways 26' and 21 to intake'openings 262fin the stator I0 and to a sec- 'ondV intake openingf not shown) diametrically opposite the intake 262 in Ythe said stator. The other unit I4' (Figs.'2 and 5) is A,provided with two exhaust ports or outlets 28 and 29 connected respectivelyV by Vpassageways 28 and 29 with the exhaustopening 282 in stator Ifand afsecond exhaust opening (notshown) diametrically opposite exhaust opening 282 ofthe said stator. In the embodiment shown the .angular measure of the inlet or intake ports 26,Y 21 of the unit I2 and the exhaust ports 28, 29 ofv the motor'unit I4 is approximately 30 crank angle degrees. The angular measure of the ports 24, and 25' of the unit I4 is approximately I5 crank angle degrees and the similar ports (not shown) leading from the unit I2 to the combustion' chambers 24 and V25 respectively measure about II) crank angle degrees. These iigures, however, are cited byy way of example only and it is understood that variations may be made depending upon the angular measureV of the pistons as well as on is well understood by those The relative angular positions of the respective ports of the two cylinders, too, is a matter of arrangement Well understood by those skilled inthe art. The units I2 andA I4 which are interconnected by the Vfiring passageother conditions as ways or chambers V24v and 25 have spark plugs 30 and 3I respectivelylocated in the said charnbers. parts to facilitate the `assembly and the parts Vmay be bolted or otherwise securedtogether.

The parts of the stator (see Figs. 1 and 2) are the vmiddle section 32, the intermediate sections 42and 44, and the two outer sections 46 and 48. l

' and outer sleeves 4I) and 4I.

The stator I8 comprises a pluralityV of Mounted inr central oppositely extending tubular extensions 34 and 35 of the stator are the bearings I9 which together with the bearings I8 in the two outer parts 46 and 48 serve to support the crank shaft I6. Also mounted in the said two outer sections 46 and 48 are the xed internal gears S2 for a purpose later to be described. The intermediate sections 42 and 44 cooperate with the respective outer sections 46 and 48 to form chambers 50 and 5I which receive the respective connecting or control members 52 and 53. The middle section 32 cooperates with the two intermediate sections 42 and 44 to form the torus chambers or cylinders I2 and I4. The middle and intermediate sections 32, 42 and'44 are provided with a water jacket 54 which surrounds the cylinders I2 and I4.

Rotatably mounted in eachV of the working units I2 and I4 are three sets or pairs of'pistons 60, 62 and 64 (see Figs. 1, 4, 5, 7). These pistons are each formedas sections of a torus and areprovided with sealing rings 63 (Fig.'7). In I each unit each set of pistons, two in number, is rigidly mounted o-n a sleeve, similarly, .for ex'- ample, as shown in my earlier VUnited States Patent'No. 2,061,131, the inner Vsleeves 36 and 31, the middle sleeves 38 and 39 andthe `outer sleeves 49 and 4I for that purpose, being shown in section in Fig. 1. These sleeves are' of `diierent sizesso as to be concentrically or telescopically arranged and, for purposes of assembly, are each made of two parts keyed or otherwise secured together. Bearings I, respectively, are 'provided between central oppositely-extending tubular extensions 34 and 35 of the Vstator and .the inner sleeves 36 and 31 and betweenfthe said inner sleeves and the said middle 'sleeves 38 and 39 and between the said'middle sleeves The inner ends of the sleeves of each unit are provided with flanges 'I6 and the outer ends of the sleeves are provided with the flanges 1I (Fig. 1'). Each inner flange has .two cut away flange portions V12 at diametrically opposite pointsV and each outer iiange has .asingle cut away flange portion 14.

1 All the cut away flange portions 12 and 14` re- 'f spectively at each end of the'sleeves" of each unit are co-planar and shaped so astoxallow a certain amountof independent rotary motion of the sleeves (see Figs. 4, 5, '7). 62 and 64 vare each provided with a slot 13 (Fig. 1) in which cutaway flange portions 12 onV Thejpis'tons 60.

the inner ends of the 'respective sleeves areV adapted to fit for mounting purposes. Thus the pistons 62 of unit I2, Afor example (Fig. 4) areY attached to the cut away iiange portions 12 of the middle sleeve 38 and the pistons 64 fof the unit I4 (Fig. 5), for example, arev attached to the Vout away flange portions 'I2 of the inner sleeve 31. To each of the single outer out away flange portions 'I4 of each sleeve is attached a slotted crank arm 16 (Figs. 1 and 7). A special angular relationship, as shown in Fig. '7, exists Vbetween the pistons 69, 62 and 64 and-their respective slotted crank/arms. In Yearch working unit I2 and I4,y the three pairs of pistons must be so positionedV withrespectto Vtheir respeci tive crank Varms on their respective sleeves that Y the angular. relationships of two of thepairs of Y pistons with their respective crank arms mustv vary by 6I) degrees vfrom that of the third pair of pistons with its respective crank arm andj in opposite directions. Thus, forv example, if as shown in Fig. 7, the lower crank armY 16 is in line with its pistons 64, the right hand crankarm shoulder or bearing |03 which is concentric with 16 for the pistons 60 is 60 degrees out of line with the said pistons 60 in one direction, and the left hand crank arm 'I6 for the pistons 62 is 60 degrees out of line in the opposite direction with the said pistons 62.

It, however, is not necessary that any crank arm be in line with its pistons so long as the special angular relationship prescribed between the crank arms and their respective pistons is maintained. For example, if the lower crank arm 'i6 were 10 degrees out of line with its pistons the other crank arms would be 70 and 50 degrees respectively out of line with their respective pistons and in opposite directions. This angular relationship constitutes an important part of my invention.

The outer ends of the sleeves of each unit with their flanges 1|, cut away flange portions 74 and slotted crank arms 'i6 project into chambers 50 and 5| at opposite ends of the stator respectively in which are located connecting or control members 52 and 53 rotatably mounted respectively on crankpins 20 and 2| of crank shaft I6. These control or connecting members each consist of a disc or its equivalent on. which are positioned three projecting hubs or bearings 56 equally spaced from the center of rotation of these members on their respective crankpins and equidistant from each other. Rotatably mounted on these bearings are bearing blocks 58 which are received by the slotted crank arms 76 of the two units and cooperate with them to control the motion of the pistons. Each of these control members 52 and 53 has, as an integral part, or keyed thereto as at i9, a gear 80 which meshes with one of the stationary internal gears 82 mounted in the two outer sections of the stator 46 and 48 coaxially with the crank shaft I6, the pitch diameter of the spur gear 80 being one-half the pitch diameter of the ring gear 82.

In Figs. 8, 9 and 10, I have shown a single working unit |4 of my invention which has been modied by replacing the gears 80 and 82 used in controlling the rotation of the connecting member by eccentric driving means. This means includes blocks 90 and 92 slidably mounted in bearings or guides 94 and 96 in the stator. Block 90 is adapted to move horizontally only in the bearings or guides'94, and block 92 is adapted to move vertically only in the stator bearing or guides 96. The blocks 90 and 92 are rotatably mounted on eccentric bearings 98 and |00, respectively, which are provided as part of the connecting or control member |02 which corresponds to the connecting members 52 and 53 of the rst described modification. This member |02 has the projecting hubs 56 equally spaced from the center of the rotation of the member |02 on its crank pin 21X. Rotatably mounted on these hubs 55X are bearing blocks 58 which are received by the slotted crank arms 16X and co-operate with them to control the motion of the pistons, there being three pairs of pistons rotatable in unit |4 as in the units |2 or |4 of the first modification. The eccentric bearings 98 and the crank shaft I6X and eccentric to the crank pin 2|X and which ts in an opening in a bearing |08 on the stator |0X, which opening also is concentric with respect to the crankshaft |6X. Thus the said counterbalance is driven when the said crankshaft IEX is rotated. Likewise when the crank shaft is rotated, the connecting member |02 is rotated in opposite direction thereto through the said eccentric bearings 98 and |00 and the blocks 90 and 92. With the exceptions in the structure herein noted and Various other minor changes in construction, this unit |4 is similar to those in the motor previously described and reference numerals with the superscript X denote parts corresponding to those in the earlier described modication. It is, of course, understood that suitable inlet ports and outlet ports (not shown) similar to those of the rst modification for the fluids or fuel charges are provided for units driven by the eccentrics instead of gearing. One of these units alone may be used as a compressor or two of these units in combination exactly as that of the rst modification may be used, one as a compressor unit and the other as a motor unit. Further description, therefore, is 'not believed necessary.

In Figs. 11 to 23, I have included diagrammatic views showing the positions of the pistons in one unit during one rotation of the crankshaft. The pistons in the other unit have the same cycle of rotation but the phase relationship of these cycles is arranged so that the moments of minimum distance between adjoining faces of the pistons of one unit will occur alternately with those of the other unit. This phase relationship is illustrated in Figs. 4 and 5 of the drawings, which show the relative positioning of the pistons of the two units at a given moment and may be accomplished by having an angular relationship between the two crank throws of the crank shaft equal to 30 degrees, or 30 degrees plus 60 degrees, or 30 degrees plus a multiple of 60 degrees. The relative positions of the pistons of the two units are maintained by the control members 52 and 53 and by the relative angular displacement of the crankpins 20 and 2| with respect to each f other. In these gures, the positions of the pistons are shown at positions corresponding to 30 degree interval movements of the crankshaft. Figs. 11, 13, 15, 17, 19, 21 and 23 represent views similar to that shown in Figs. 5 and 7 of the drawings but with diierent pistons in the relative positions. Figs. 12, 14, 16, 18, 20 and 22 represent views similar to that shown in Fig. 4 of the drawings but also with different pistons in the relative positions. These figures will be referred to in the following operation of the device.

The operation of the engine comprising a compressor unit and a motor or working unit will now be given. The shaft I6 is started in one direction causing rotation of the connecting members 52 and 53 and pistons 60, 62 and 64 of each unit in the other direction, and a fuel mixture is drawn into the compressor cylinder I2 through inlet ports 26 and 2`| by the relative rotation of the pistons in the said cylinder. With the pistons in the position shown in Fig. 4 or Fig. 12 and the shaft beginning its rotation, pistons 60 will travel away from pistons 62 and 64 at a faster rate than they are travelling so as to form induction strokes and the pistons assume the positions shown in Figs. 13 and 14 successively. Further rotation of the shaft causes pistons 62 to travel at a faster rate than pistons 64V and 60 compressing the charges drawn in between pis- -tons 60 and 62 as shown in Figs. 15 and 16. At this point, the compressed charges come into `conjunction with ports of the combined connecting passages and ring chambers 24 and 25 and, as the crankshaft rotates further, pistons 60 and 62 ofV the compressorfunit draw stillcloser to-V gether-as shown in Fig. 17 forcing the gas into the combustion chambers 24 vand 25 and between corresponding pistons te and 52 of the motor unit I4 which, being phased as previously described, are now beginning to draw apart from their closest position. Duringl this period of transfer Vof the combustion charges from the compressor ignited by spark plugs and-3l during this' period of substantially constant compression and, being transferred to the motor unit, the resulting expansion of the' hulde-forces the pistons of the motor unit apart, thereby driving the motor. The burnt charges `are then expelled through the exhaust ports 28 and 29 when the pistons once more draw together. This process proceeds successively between adjoining faces ofthe pistons in the motor as they pass by their respective ports resultingv in sinV charges being drawn' in, compressed, red and expelled by each half of the motor units per revolution and giving six double overlapping firing strokes per revolution.v The variation in the'movements of the pistons is obtained by the connecting members 52 and 53 and thegearing 80 and 82. More particularly, as the crankshaft i6 rotates, crankpins 25 and 2i are rotated and as the gears 80 are freely-mounted on-the crankpin and mesh with stationary gearing 82, the gears 80 will rotate in the opposite direction and will cause opposite rotation of the control members 52 and 53 and with them the pistonrdriving crank arms I6. The gears give the Vcontrol orconnecting members 52, 53 one revolution with `respect to the stator in one direction for every revolution ofthe crankshaft in the other direction. By reasonof the l to 2 ratio oi gears 80 to gears 82, the pistons will always be together at, and only at, kpredetermined points.Y As the pistons are connected through telescoping 'sleeves 36 and 31, 38 and39, and ii and di with their Vslotted crank arms, in which the bearingr blocks 58 of the connecting members 52 andl 53V slide,

they, will beY rotated at varying speeds to give the Vrequired movements indicated. The movements of the pistons in each unitV are the same for each cycle, so that each piston takesup the position and movement of its preceding piston.

By means ofthe connecting member 52 and 53 and associated parts, the pairs of pistons in each unit are rotated a certain amount independently of each other as well as a group-andthe varying Y speeds of individual pairs ci pistons causes them to alternately drop'back from or catch up with the-other Hpairs of pistons in the group, forming in this way working chambers whereby rotation of the crankshaft I6 is broug t about.

In Ythe operation of theVV modified form -of my invention, the Vuse of the eccentric bearings et and IDU onthe connecting member H32 and the slidingblocks- Bil and `92 in the respective bearings. 94 and 96 Y oflthe stator serve to .give the connecting member |02 opposite and equal speeds of rotation to that of the crankshaft with respect to the stator and the use of the counterbalance Imi pivoted on the connecting member and driven through the bearing I08 connected with the stator, serves to give the pistons a smooth and substantiallythe` same cyclic operation as given above with respect to the first-named modification. In fact, the only substantial difference between this modication and that ofthe rstis the substitution of the eccentric drive of the connec'tingv member IUD for the gearing drive for the connecting members 52 and 53 of the first described modication. It is not believed necessary, therefore, to give a detailed description of the operation of this second modification.V

From the foregoing, it will be seen that I have set forth a new construction employing three pairs of pistons per cylinder to provide a'substantially completely balanced more easily sealed displacement device and allowing the practical assembly of two such units in a motor with one unit acting solely as aY compressor and the other solely- Yas a motor, and have provided efficient means of transferring the charges when compressed from the compressor to the motor, thereby decreasing the objectionable temperature diiferences between different parts of the same cylinders. Inf addition, my device allows complete x portions at one end thereof for connecting a pair of said pistons to each sleeve, all the said flange portions being co-planar and co-planar flange portions at the other ends of said sleeves, a crank arm connected to each of said second named co-planar flange portions, Ythere being onev crank arm for each pair of pistons, aconnecting member mountedY on said crank pin and having means to engage slidably said crank arms for controli ling the relative position of said piston during the operation oi the apparatus, and geared means for rotating said connecting member in opposite direction to said shaft, the relationship between said crank arms and their respective pairs of pistons being such that the angular relationship of two pairs ofv pistons with their respective crank arms each vary by sixty degrees from that ci the third pair of pistons with its respective crank arm and in opposite directions.

2. An apparatus of the character described, including Yin combination, a stator, a Shaft having a crank pin and rotatably mounted in said'stator,

a working chamber in said'stator, three pairs of Y ders, means on'said controlling member for engaging Vsaid crankv arms, andgearedmeans'rfor driving said controlling member in opposite directionto said shaft.

3..An apparatus of the character described, inc1udingin combination, a stator, a shaft having a crank-pin and rotatably mounted in said stator,

a working chamber in said stator, three pairs of pistons rotatably mounted in said chamber and meansffor controlling the rotation of said pairs of pistons so as to cause alternate acceleration and deceleration of said pistons during the rotation thereof in said chamber, said means including a controlling member mounted on said crank pin, crank arms attached to said pairs of pistons, means on said controlling member for engaging said crank arms, and means for driving said controlling member in opposite direction to said shaft.

4. An apparatus of the character described, including in combination, a stator, a shaft having a crankthrow and rotatably mounted in Said stator, a working chamber in said stator, three pairs of pistons rotatably mounted in said chamber, and means for controlling the rotation of said pairs of pistons so as to cause alternate acceleration and deceleration of said pistons during the rotation thereof in said chamber, said means including a controlling member mounted on said crankthrow, a crank arm connected to each of said pairs of pistons, means on said controlling member for engaging said crank arms and means for driving said controlling member in opposite direction to said shaft, the relationship between said pairs of pistons and their respective crank arms being such that the angular relationship of two of the pairs of pistons with their respective crank arms each Vary by sixty degrees from that of the third pair of pistons with its respective crank arm and in opposite directions.

5. A motor of the character described, including in combination, a stator, a shaft having a crank pin and rotatably mounted in said stator, said stator including an internal tubular extension surrounding a portion of said shaft, three sets of pistons having a common axis of rotation in said stator, a member to control the rotation of said pistons and mounted on said crankpin, telescoping sleeves for connecting said members with said sets of pistons, there being one sleeve for each set of pistons, said sleeves being rotatably mounted on said tubular extension, said stator being provided with gearing, and said member having a driving gear meshing with said gearing on said stator for controlling the positions of said pistons during the operation of the device.

6. An apparatus of the character described including in combination a stator, a crank shaft rotatably mounted in said stator, a working chamber in said stator, a plurality of pairs of pistons rotatably mounted in said chamber, and means for controlling the rotation of said pairs of pistons so as to cause alternate acceleration and deceleration of said pistons during the rotation thereof in said chamber, said means including a controlling member rotatably mounted on the crank pin of said crank shaft, a crank arm attached to each pair of pistons, means on said controlling member for engaging said crank arms, eccentric means for driving said controlling member in opposite direction to said crank shaft, a counterweight rotatably mounted on said controlling member eccentric to said crank pin, a fixed bearing in said stator Whose center is coaxial With saidcrank shaft and in which is journalled said eccentric means for driving said controlling member whereby said counterweight is driven when said shaft is rotated.

7. Apparatus of the character described including in combination a stator comprising a crank shaft rotatably mounted in said stator and having a crank pin, a plurality of disks rotatably mounted on said crank pin eccentrically thereof and oriented relative to each other, bearings in which said disks are journalled, means confining said bearings to linear reciprocating motion, rotatable members coaxial with said crank shaft, radial guide means on each rotatable member, a control member rotatably mounted on said crank pin and attached to said disks, blocks carried by said control member for slidable engagement with each of said radial guide means, a counterweight rotatably mounted on said control member eccentric to said crank pin, a fixed bearing in said stator whose center is coaxial with said crank shaft and a bearing on said counterweight journalled in said fixed bearing whereby said counterweight is driven when said shaft is rotated.

8. Apparatus of the character described including in combination a stator, a crank shaft rotatably mounted in said stator and having a crank pin, a working chamber in said stator, a plurality of pairs of pistons rotatably mounted in said chamber, and means for controlling the rotation of said pairs of pistons so as to cause alternate acceleration and deceleration of said pistons during rotation thereof in said chamber, said means including a plurality of disks rotatably mounted on said crank pin eccentrically thereof and oriented relative to each other, bearings in which said disks are journalled, means conning said bearings to linear reciprocating motion, radial guide means associated with each pair of pistons, a control member rotatably mounted on said crank pin and attached to said disks, blocks supported by said control member for sliding engagement with each radial guide means, a counterweight rotatably mounted on said control member eccentric to said crank pin, a xed bearing member in said stator whose center is coaxial with said crank shaft and a bearing on said counterweight journalled in said fixed bearing whereby said counterweight is driven when said shaft is rotated.

CHARLES BANCROFT. 

